Railway-switch.



A. J. MclVER.

RAILWAY SWITCH.

APPLICATION FILED IULY 5. 191a.

Patented Sept. 17,1918.

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A. J. McIVER.

RAILWAY SWITCH.

. r 4 APPLICATION FILED JULY 5. I916- 1,2 7,961..

Patented Sept. 17,1918.

2 SHEETS-SHEET 2.

) Hosford, in the county of Liberty and State.

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ANDREW J. MCIVER, OF HOSFORD, FLORIDA.

RAILWAY-SWITCH.

Specification of Letters Patent.

Patented Sept. 17,- 1918.

Application filed July 5, 1916. sci-m1 No. 107,645.

To all whom it may concern:

Be; it known that 1, ANDREW J. MOIVER, a citizen ofthe United States, residing at An object of the invention is to construct a switch for rails in which the parts are so arranged or associated as to insure the safety of'the rolling stock passing over the switch and wherein the rolling stock will be con ducted upon a main line or siding regard less of the position to which the switch rails have been moved.

It is a further object of the invention to arrange the connecting or bridle rods of the switch pointsas well as the throw rod for the switch in suitable openings or depressions formed in the ties so that apositive and accurate longitudinal movement of the bridle rods will be insured. L

lVith the above and other objects in view, the improvement r'esidesin the construction,

combination and arrangement of parts setv forth in the following specification and falling within "the scope of the appended claim.

In the drawings: 1,

Figure 1 is a planview with the main line open to the side line,

Fig. 2 is a similar view with the main line closed y 7 V Fig. 3 is an enlarged sectional view-approximately on the line 3-3 of Fig. 2,

Fig. 4 is a sectional view approximately on the line ir4: of Fig. 3,

Fig. 5 is a sectional view approximately on the line 5-5 of Fig. 2,

Fig. 6 is a longitudinal sectional view approximately on the line 66 of Fig. 1, and

Fig. 7 is a horizontal sectional view approximately on the line 77 of Fig. 6.

In the drawings, 1 designates the rails of the main track, 2 the rails of the siding, 3 the switch points between the siding rails and the main rails, 4 the ordinary ties which support the rails and 5 the ties which are arranged to'su'pport the switch points and rails disposed adjacent to the switch points. These last named ties are hollow or are centrallv provided with longitudinally extending slots or passages, the said ties also havslots. under faces transverse plates 8, which coning their upper and lower faces provided with rectangular slots 6 which terminate at suitable distances away from the ends of the ties and which, of course, communicate with the central passages in the said ties. Disposed to contact withthe opposite longitudinal walls of the slot 6, but, of course, of

a materially less length than that of the said slots are the connectingor bridle bars 7 for the switch. points 3. The inner; faces of the switch points have secured thereto angle plates 8 which are also secured to the upper faces of the bridle rods 7.; and these plates rest on the .outer faceof the ties and being'of a greater width than that of the.

bridle bars straddle the slots v6 and insure the proper position of the bridle bars in the The bridle bars have secured to their tact with the inner faceof the top of the ties, to the opposite sides of the slots therein, to hold the bridle bars against outward vertical. movement. The main bridle bar or-the bar. connected to the end of the points 3 is centrally formed with a dependinglug 9, and to this lug is adjustably secured a rod 10, the said rod: having its outer end. i

flattened and provided with an elongated slot 11. One of the corners of thetie is slotted, as at 11, and passing throughthis slot is the cranked end 12 of a switchlrod .13, thesaid crank engaging in the slotll of the rod 10. The switch rodpasses centrally through a'switch stand 14 which has ar the main line or to open the side line.

Arranged upon the ties directly opposite the switch points 3 and outwardly of the rail 1 of the main line are guard rails 15, which are of a greater height than that of the rails of the main line and siding. Disposed between the rails of the main line at the ends of the switch points 3 is a pair of guard rails 16. These guard rails are ar ranged inwardly of the main rails a distance slightly greater than the thickness of the rims of the wheels of therolling stock and the ends of the guard rails 16 are beveled or inclined inwardly. Disposed between the outer faces of the guard rails 16 and the inner faces of the rails 1 are guide blocks 17. These blocks have their upper faces beveled downwardly at their ends, as indicated by the numerals 18, and the central fiat portions of said members are projected a. distance suflicient to receive the flanges of the wheels of the rolling stock.

By reference to Fig. 3 of thedrawings it 5 will be noted that the main rails may be secured to the ties by a particular form of holding means or cla1nps.fTl1e' holding means shown in'the said Fig. 3 comprises two substantially similar members having their confronting edges, from adyacent their lower ends, cut inward and their upper edges provided 'with inwardly extending hooks 50. The-contactingedges ofat-hese members, indicated by the'numerals 51 and 52 respectively are straight,and the member 51 having its outer corner provi'ded'with a lug 53. The members5l and 52 are designed to be passed through' elongatedopenings 51 in the top and bottom walls of the tie, the

i said openings being of a greater width than "the combined width of the said members 51 and 52, itbeing understood that the said members 51 and 52 are'spread apart in the "slots '54 andelevated and if desired, tilted to receive therebetween: the base of the rail.

"Thereafter the hooked ends '50 of the membersare brought to overlie the-base of the rail and the lug 53 is arrangedbeneath the a tie 5: WVhen this is accomplished, a wedge key 55 is passed through transverse open- 55-with one ofthe end walls provided by the openings 54.

"Theguard rails 15 are arranged a distance from the mainrails"sutlicient to permit of thetrucks of the rolling stock being'dis- 40 'posedapproximately in a line withfthe said guard-rails, it' 'being understood that the guard rails 15; are of a greater height/than the main-Tails so that should the train have atendencyto jump the track at the switch such movement will be prevented by the 7 said guard rail 15. Should a train run into the switch going in the direction of the arrow a the flange of the wheels of the V rolling stock after passing the switch rails will travel on the blocks 17 on to the track railsi Should an extra heavy train get into the switch, the wrong way and break or open the switch point downwardlyor cause the switch point to turn-overthe block 17 will catch the=wheels and .keep-'them-from becoming jammed and breakingany-other part of the switclnand as a consequence they will be redirected to the main line so it will be noted that with a-switch constructed as above desorlbed 1t=w1ll belmposslble for a wheel to jump the track at the switch;

Having thus described the invention, what I claimis:

In. adevice for the, purposeset forth, in. combination with rails of a mainline and rails of aside line, andguard rails therefor,

ties upon which the rails rest, certain of said t1es=be1ng hollow and havlng slots in the upper faces thereof, bridle bars arranged in the slots, angle plates secured to V a the bridle bars,-and bridging the slots and connected with" the switch points,-plates upon theiunder faces of the bridle bars also bridging the slots, an adgustable rod connected with one of the bri'dle'bars, a rod having a crank end loosely connected with the adjustableirod and arranged :ang-i'ilarly with respect thereto, and a throw arm for the last-mentionedrod. V

In testimony whereof I aflix my signature .in presence 'oftwo witnesses,

AN-DREW a Maven.

WVitnesses E. M. BEnsoLE,

S. C. RHonLM.

f Copiemot this patentmaybe obtained for five cents each, by addressing the Commissioner of Pat ents,

7 '1' Tammie-17.0." 

